Mandrel drive assembly for convolute winder



Oct. 22, 1968 Filed July 21, 1967 w. WOELBEL ET AL 3,406,615

MANDREL DRIVE ASSEMBLY FOR CONVOLUTE WINDER 4 Sheets-Sheet 1 1 57 M,Mz

Oct. 22, 1968 w. WOELBEL ET AL MANDREL DRIVE AsSEMBLY FOR CONVOLUTE WINDER Filed July 21, 1967 4 Sheets-Sheet 2 JANA-#7025.- i/lLi/EAM #954554 [/4527- any/v.5 3? 602275 J. 5/14/71 AZW'M} fiITQxPME/J,

Oct. 22, 1968 w WOELBEL ET AL 3,406,615

MANDREL DRIVE ASSEMBLY FOR CONVOLUTE WINDER Filed July 21, 1967 4 Sheets-Sheefc f5 n ,3

W/Lf/EAM W0LBL 04527- 16101166775 aver/s J. 5/)077/ Oct. 22, 1968 w WOELBEL ET AL MANDREL DRIVE ASSEMBLY FOR CONVOLUTE WINDER Filed July 21, 1967 4 Sheets-Sheet 4 United States Patent 3,406,615 MANDREL DRIVE ASSEMBLY FOR CONVOLUTE WINDER Wilhelm Woelbel, St. Louis, Emert E. Owens, Lemay,

and Curtis J. Smith, Fenton, Mo., assignors to Container Corporation of America, Chicago, 111., a corporation of Delaware Filed July 21, 1967, Ser. No. 655,204 10 Claims. (Cl. 93-81) ABSTRACT OF THE DISCLOSURE A drive assembly for the winding mandrel of a convolute winder comprising a ratchet mechanism actuated by the main drive of the winder for rotating the mandrel in timed relation to the usual paper feed, a clutch assembly working with the ratchet mechanism for precisely locating the mandrel in predetermined relation to the paper feed position, and means to stabilize the mandrel during reset operations of the ratchet mechanism.

This invention relates to convolute winders for the manufacture of paper board containers and is particularly concerned with an improved drive assembly for the mandrel of the winder.

The problem in convolute winders is lack of precise positioning of the winding mandrel so the gripper means in the mandrel for holding the paper during the winding operation will always return to a predetermined position of alignment with the paper feed station. In winders of current manufacture there is a tendency for the mandrel drive to develop slop which allows the mandrel to get out of alignment and thus fail to properly grip the paper so that the container bodies formed by the mandrel are frequently spoiled by being improperly wound. Furthermore, the desired high speed convolute winding of container bodies is limited by the experience that presently available mechanisms are known to be erratic in performance at high speed.

It is, therefore, an important object of this invention to provide an improved drive assembly for convolute winder mandrels that possess precise operating characteristics.

It is another important object of this invention to provide a combination ratchet and clutch assembly between the main drive in the winder and the mandrel, whereby the mandrel can be precisely controlled to stop at a predetermined position after each winding operation and can be stabilized at such position.

Another object of this invention is to provide a novel clutch mechanism that operates in predetermined timed relation with other mechanism in a convolute winder to improve the performance and speed of winding container bodies.

Other objects of the invention will appear from the following disclosure of a presently preferred embodiment of a winder in which certain components and combinations thereof form the principal features illustrated in the accompanying drawings, and reference will now be directed thereto; wherein:

FIG. 1 is a top plan view of a fragmentary portion of a convolute winder assembly in which the present improvements are incorporated;

FIG. 2 is an end elevational view taken at line 2-2 in FIG. 1;

FIG. 3 is a sectional elevational view taken at line 3-3 in FIG. 1 showing certain components of the mandrel drive means and cam controls;

FIG. 4 is a fragmentary sectional view taken at line 44 in FIG. 3;

3,406,615 Patented Oct. 22, 1968 "ice FIG. 5 is a fragmentary sectional view taken at line 5-5 in FIG. 2 showing the preferred form of ratchet and clutch mechanism utilized for driving and controlling the mandrel;

FIG. 6 is a fragmentary sectional view taken at line 6-6 in FIG. 5; and

FIG. 7 is a fragmentary plan view seen at line 7-7 in FIG. 5 showing the clutch and portions of the control provided for the clutch.

In the drawings, FIGS. 1 and 2 are views of a part of a convolute winder machine 10 in which all unnecessary structure has been eliminated for simplicity of presentation. The machine includes a housing assembly 11 set on a base 12 and having end walls 13 and 14 and a cover 15 supported by the walls. Means (later to be described) within the housing 11 drives a winding mandrel 16 having a longitudinal slot in which is operatively disposed a jaw clamp 17 actuated in the usual manner not necessary to describe here. The usual feed table 18 is aligned at the level of the mandrel 16 to feed paper P, shown in phantom, to the jaw clamp 17. A fixed paper shear element 19 is mounted by the support 20 to cooperate with a movable shear element (not shown) located therebelow. After the paper P from a roll thereof (not shown) has been wound upon the mandrel 16 to the desired number of plies and sheared, a stripper head 21 is reciprocated by the oscillating arm 22 and drive link 23 in a manner well known in the art.

As indicated in FIG. 2, the housing wall 13 carries a gear case 24 for a gear 25 keyed to the main drive shaft 26 that is connected to a motor (not shown) for driving the machine 10. Gear 25 meshes with a second gear 27 keyed to a crankshaft 28 which is mounted between wall 13 and a bearing stand 13a within housing 11. As will be seen presently in FIGS. 3 and 4, the crankshaft 28 operates a rack and pinion assembly 29 for oscillating a tubular sleeve and pinion member 30 bearinged on an intermediate shaft 31. The intermediate shaft 31 extends through wall 13 into a gear case 32 where it is keyed to a gear 33 in mesh with another gear 34 keyed to the shaft 35 that directly drives the mandrel 16. Each gear case 24 and 32 is provided with a cover plate (not shown), and a wall portion 24a and 32A on each gear case forms a well for lubricant.

In FIG. 3 it can be seen that the crankshaft 28 has a crank arm 36 and a crank pin 37. The pin 37 is enclosed by a bearing cap 38 bolted to the lower bearing end 39 of the connecting rod 40. The connecting rod 40 is formed with an eye bearing 41 engaged on a wrist pin 42 carried in a cross-head block 43 (FIG. 4). The block 43, made of two parts 43a and 43b, engages in slideways formed by spaced blocks 44 and 45, which blocks are held in such spaced relation by a stationary or fixed rack member 46 having the rack teeth 47 thereon. As more clearly shown in FIG. 4, the block 44 is provided with a longitudinal slideway 48 to receive the portion 43a of the crosshead block. The cooperating cross-head block portion 43b is also mounted in a slideway 50 formed in the block 44 as shown in FIG. 4. The cross-head block 43 supports the wrist pin 42, and the two block portions 43a and 4312 are spaced apart by an idler pinion gear 51 having suitable gear teeth 52 which mesh with the teeth 47 on the sta tionary rack 46. Thus, the composite cross-head block 43 is connected by wrist pin 42 to the crank 40 and it also operatively supports the pivot pin 49 which carries the idler pinion gear 51. The pinion gear 51 is caused to rotate in the cross-head block 43 because of its rolling engagement on the stationary rack teeth 47, and this action of the gear 51 reciprocates a double rack member 53 which is formed with two sets of teeth 54 and 55 on its opposite sides. The teeth 54 mesh with the teeth 52 on the idler pinion gear 51, and this engagement causes the rack 3 53 to oscillate in suitable gibs 56 and 57 which are suitably bolted into the edge portions of the blocks 44 and 45 respectively. The rack teeth 55 mesh with the teeth 58 formed on one end of the sleeve and pinion member 30 (FIG. As before indicated, the sleeve and pinion member 30 is suitably bearinged on sleeves 59 and 60 carried on a portion of the intermediate shaft 31. The rack and pinion assembly 29 is secured in operative position by a plurality of bolts 61 to the wall 13 of the housing assembly. It is, of course, understood that the rack and pinion assembly is able to produce twice the linear travel of the double rack 53- as compared to the stroke of the crosshead 43. Thus, a suitably elongated stroke is obtainable 'with the present assembly occupying a relatively small space in the apparatus.

Turning now to FIGS. 5 and 6, it can be seen that the sleeve and pinion member 30 has secured to its inner end one pawl arm 62 which has the shape shown in FIG. 6. There is a similarly shaped cooperating pawl arm 63 which is spaced from the arm 62 by a ratchet member 64. The arm 63 is mounted on the sleeve 65 of the ratchet member by means of a bearing 66. The ratchet 64 is provided with diametrically opposed teeth 67 (FIG. 6) which are adapted to cooperate with ratchet pawls or dogs 68. The dogs 68 are pivotally mounted between the pawl arms 62 and 63 on suitable bearing pins 69. Each dog 68 is actuated by a spring 70 to constantly pivot toward engagement with the ratchet teeth 67 in one direction of rotation, but to yield in the opposite direction of rotation so as to pass over the teeth 67. The springs 70 are anchored in suitable ears 71 which are fixed to the respective pawl arms 62 and 63. The ratchet 64 having the sleeve portion 65 is press-fitted to the splined portion 31a of the intermediate shaft so that rotary movement of the intermediate shaft 31 is derived directly from the motion imparted to the ratchet member 64 by the ratchet pawls 68. It is important to understand this particular feature because the pawls 68 only drive the shaft 31 when the pawls 68 are engaged with the teeth 67 and this characteristic permits the intermediate shaft 31 to have freedom of rotary movement relative to the sleeve and pinion member 30.

A novel means has been provided for regulating the relative motions between the sleeve and pinion members 30 and the intermediate shaft 31 for accomplishing the purposes of the present invention. Still referring to FIGS. 5 and 6, it will be observed that the pawl arm 63 is provided with key elements 72 for a purpose now to be described, the key elements being diametrally located. It is observed in FIG. 5 that the splined portion 31a of the intermediate shaft 31 is substantially longer than the sleeve portion 65 of the ratchet 64. This extra length of splined portion of the intermediate shaft 31 is provided to receive a slidable clutch member 73. The member 73 has a suitably formed internal bore that has a sliding fit with the splined portion 31a of the shaft 31. This permits the member 73 to move axially but still remain in positive rotary engagement with the shaft 31. The member 73 is provided with a suitable number of axial sockets 74 (two being shown) to receive clutch throwout springs 75. The outer ends of the springs 75 bear on an annular wearplate 76. While only two clutch throwout springs 75 are shown, it is understood that a plurality of these springs is normally required in order to effect axial displacement of the clutch piston 73 without binding on the splined portion 31a of the shaft 31. The clutch member 73 carries a pair of diametrically opposed key sockets 77, each key socket 77 being suitably bolted to the member 73 as shown. Each key socket 77 is provided with a recessed face 78 (FIG. 7) to receive the cooperating key 72, and each recess 78 is defined by a driving edge 79 and a bevelled relief edge 80 to match the cooperating edges of the keys 72.

It has been indicated above that the clutch member 73 is movable axially along the intermediate shaft 31, at least to the extent of engaging and disengaging the respective keys 72 through the keyreceiving recesses 18 in the sockets 77. The axial displacement of the clutch member 73 is obtained by providing a non-rotating piston 82 which has a bell-shaped portion 83 that axially encloses a part of the member -73 and forms a seat for a suitable thrust bearing 84 which permits rotation of the member 73 within the outer non-rotating piston portion 83. Thus the clutch member 73 and the piston 82 are able to move together and thrust is transmitted from the outer non-rotating piston 82 to theinternally positioned rotatable member 73. The piston 82 is prevented from rotating, but unrestricted as to axial movement by a suitable key block 85 that is provided with a base flange 85a suitably bolted to the wall 14 of the housing assembly 11. The piston 82 cooperates with a thrust member 86 that has a portion seated in the axial recess 87 of the non-rotating piston 82. The member 86 thereby encloses a chamber space 88 and this space is sealed against leakage by means of inner and outer seal rings 89 and 90 respectively. The member 86 is fixed in position by block 85 and carries a thrust bearing 91 engaged against a split type stop collar 92, the stop collar 92 being made in two parts so as to drop into an annular recess 93 in the intermediate shaft 31 and be thereby held in assembly by the surrounding ring part of the thrust bearing 91. The member 86 is provided with a tapped boss 94 so that air under pressure can be supplied to the internal passage 95 which opens into the space 88 whereby the non-rotating piston 82 can be axially displaced relative to the member 86 for engaging the clutch key sockets 77 with the clutch keys 72 in opposition to the springs 75. When the air pressure is released or vented to atmosphere the springs 75 will displace the clutch piston 73 to disengage the key sockets 77 from the keys 72.

The foregoing description has for convenience omitted setting forth all of the details of the assembly of the various parts. Rather, the description 'has been confined to setting out the functions of the various parts for the purpose of setting forth means for practice of the invention. It should be noted in FIG. 5 that the pawl arm 62 is welded to the inner end of the sleeve and pinion member 30 by a suitable weldment W, and this rigid connection is passed through the pivot pins 69 to the cooperating pawl arm 63.

Referring now to FIG. 3 in particular and to FIG. 5, it can be seen that the main drive motor for the winding apparatus rotates the drive shaft 26 always in the same direction, and, as viewed in FIG. 3, the shaft 26 rotates in a counterclockwise direction. Gears 25 and 27-reverse the counterclockwise rotation of the main shaft 26 so that the crankshaft 28 is driven in a clockwise direction as seen in FIG. 3. Let it be assumed that the double rack 53 is at the top dead-center of its reciprocating cycle and that the crank pin 37 has its axis located at the point A on the crank circle C. The clockwise rotation of the crankshaft 28 therefore causes the cross-head 43 to start its downward stroke and this causes the double rack 53 to descend at twice the speed. However, due to the circular motion of the crankshaft 28 the linear speed of the double rack 53 starts-off slowly and builds up to a maximum velocity at the 90 position on the crank circle C which is represented by the point B. Thereafter the linear velocity of the double rack 53 decreases until at the bottom dead-center point D, it will have come to a complete stop, that is in the vertical direction, and will begin its reverse travel back toward the stop dead-center. starting position. The linear travel and velocity characteristics of the double rack 53 will be transmitted to the sleeve and pinion member 30. On the down travel of the double rack- 53 (FIG. 5 the pawl arms 62 and 63 drive the pawls 68 which, in turn, rotate the ratchet member 64. Thus rotational drive is transmitted to the intermediate shaft 31, and through gears 33 and 34 the mandrel 16 is rotated in a similar manner. The ratio between gears 33 and 34 establishes the number of turns of the mandrel to wind the container body with the required plies.

As the crank pin 37 reaches its bottom dead center position D (FIG..3) the clutch member 73 is actuated to disengage the keys 72 so that the pawl arms 62 and 63 are free to reverse the rotation and cause the pawls 68 to ride over the ratchet teeth 67. Since the keys 72 are disengaged at substantially the moment the bottom dead center position D is reached the mandrel 16 will be effectively stopped. This timing control is accomplished in the following manner, reference being directed to FIGS. 3 and 7.

The tapped boss 94 in member 86 (FIG. 5) receives an air-pressure flow control valve 96 supplied with pressure air through conduit 97 leading from a solenoid controlled supply valve 98 (FIG. 7). The valve 98 receives pressure air from a suitable source through conduit 99. The valve 98 is of known character that operates to supply air to conduit 97 from supply conduit 99 or to close conduit 99 and exhaust conduit 97 to atmosphere through a muffler device 100. The actuation of the solenoid (not shown) in valve 98 is controlled by a suitable switch 101 (FIG. 3) mounted on a carriage 102 adjacent the wall 13 at the shaft 26. Angular adjustment of the switch arm 103 is secured by a pair of threaded elements 104 engaged in a slot 105 in the carriage 102. The switch arm 103 carries a roller 106 which follows the profile of a cam 107, which cam 107 is made in two parts 107a and 107b clamped to the shaft 26. The cam profile is formed by the raised periphery 108 and a depressed periphery 109. The position of the follower roller 106 in FIG. 3 corresponds with the top dead center position A of the crank pin 37.

As the crank pin 37 starts its downward travel from point A on its mandrel rotating stroke the cam 107 also rotates. At substantially degrees after top dead center and before the crank pin has attained considerable downward velocity, the cam lift step 110 reaches the roller 106 and actuates switch 101 to cause the solenoid in valve 98 to supply pressure air to the flow valve 96 at the clutch. It is not believed necessary to show the wiring connection between the switch 101 and the solenoid in valve 98. This action of the switch supplies air under pressure to chamber 88 (FIG. 5) which drives the piston 82 leftwardly to, in turn, drive the clutch member 73 in the same direction, whereby the key sockets 77 engage the keys 72. Upon engagement of the key sockets with the keys the shaft 31 is positively connected to the pawl arms 62 and 63 in addition to the engagement of the pawls 68 with the ratchet teeth 67 The control switch 101 remains activated until the cam 107 rotates its lowering step 111 to the follower roller 106, at which time the crank pin 37 (FIG. 3) has reached the bottom dead center point D where the shaft 31 has substantially no rotation and the mandrel 16 has also stopped rotating in preparation for reversing its direction. At this moment the switch 101 is deactivated by the roller 106 descending to the cam profile portion 109, and the valve 98 is switched to rapidly vent air from the chamber 88 through conduit 97 to the muffler 100. When the air pressure in chamber 88 is thus vented the throwout springs 75 disengage the key sockets 77 from the keys 72, which action leaves the shaft 31 at the correct position such that the jaw clamp 17 is open and in position to receive the end of the paper P from the next winding cycle. Of course, other means not necessary to show operates the stripper head 21 to remove the previously wound container body leftwardly along the mandrel 16 as viewed in FIG. 1.

In timed coordination with the cam 107 as above set forth, the winder is provided with a friction shoe 112 that engages the periphery of a disc 113 fast on the mandrel drive shaft 35 (FIG. 3). The shoe is moved by a thrust rod 114 through an adjustment and spring yieldable unit 115 mounted in a guide member 116. The lower end of the thrust rod 114 is provided with a cam follower roller 117 and with a clevis 118 having connection with a retract lever 119 pivoted on pin 120 mounted in the adjacent wall 13. The outer end of the lever 119 is connected to a spring 121 which is anchored by a lever 122 pivoted to a suitable bracket 123 fixed to the wall 13. Thus, the thrust rod 114 is spring urged to hold the shoe 112 spaced from the disc 113 on shaft 35. The follower roller 117 on the thrust rod 114 through spring 121 follows the profile of a cam 124 clamped in known manner to the shaft 26 behind the cam 107. The cam 124 has a raised profile portion 125 and a depressed profile portion 126. The cam 124 is angularly adjusted such that at the moment the mandrel drive shaft 35 has stopped the cam lift step 127 engages the roller 117 to lift the shoe into firm engagement with the disc 113 to stabilize the mandrel drive shaft 35 in its desired predetermined position. The shoe 112 remains in stabilizing position against the disc 113 during the travel of the double rack 53 to its top dead center position when the crank pin 37 returns to position A. At this latter moment the cam lowering step 128 moves under the roller 117 and the spring 121 withdraws the shoe 112.

It can now be appreciated that the reciprocating action of the double rack 53 produces a velocity cycle which alternates between zero vertical velocity at points A and D and maximum vertical velocity at point B and a corresponding point E diametrically opposite. During the cycle of operation from point A through point B to point D the mandrel 16 is effectively rotated by the rack and pinion assembly 29. During the first 90 of travel from point A to B the mandrel is accelerated by the ratchet and clutch assembly, and during the next 90 degrees the mandrel 16 is decelerated.

The clutch key sockets 77 are engaged with the clutch keys 72 from about 15 degrees past top dead center position until substantially bottom dead center position so that the intermediate shaft 31 is positively controlled and cannot overspeed or freewheel ahead of the ratchet pawls 68, thereby causing mistiming of the mandrel 16 in the winding cycle. Thus the clutch means of the present mechanism prevents inertia effects to carry the mandrel 16 past its predetermined position and also prevents erratic mandrel operation at high speed. The advantage of the clutch means is seen in the ability of the winder apparatus to greatly increase the speed of the mandrel with positive control over its operation.

The foregoing description has set forth a preferred embodiment of the present improvement, but it is understood that alterations may come to mind once the essential features and principles hereof are understood. Accordingly, it is the aim of the appended claims to include all such alterations in so far as the same may be permitted by the prior art.

What is claimed is:

1. In a container body winder, a winding mandrel rotatable in one direction from a predetermined first position, means to drive said mandrel in said one direction, said drive means describing a mandrel driving cycle and a cycle free of mandrel drive, said driving cycle having a velocity which varies from zero to maximum to zero again in the rotation of said mandrel in said one direction from said first position to again reach said first position, and releasable means to positively connect said drive means and said mandrel during said driving cycle and to release said mandrel substantially at the position where the velocity is again zero.

2. The container winder set forth in claim 1 wherein said drive means includes a ratchet and reciprocating means to actuate said ratchet in each of said cycles.

3. The container winder set forth in claim 1 wherein said releasable means is a clutch device.

4. The container winder set forth in claim 1 wherein said mandrel driving means includes a mandrel connected shaft, a first shaft connected to said mandrel shaft, a crankshaft, and ratchet means mounted on said first shaft,

7 said ratchet means having its ratchet member fixed to said first shaft and driving pawls activated by said crankshaft to impart to said ratchet member said driving and free cycles.

5. The container winder set forth in claim 4 wherein a clutch device is operatively mounted in the winder to connect said first shaft to said crankshaft in advance of the velocity increasing substantially from Zero and to disconnect the same substantially upon the velocity reaching zero again, whereby said mandrel is returned to its said predetermined position.

6. The container winder set forth in claim 5 wherein there is means operative to stabilize said mandrel in its predetermined first position.

7. A mandrel drive for convolute winders of container bodies comprising: a mandrel rotatable from a starting position through a winding cycle and back to said starting position; a principal drive shaft; and a drive chain operably connected from said principal drive shaft to said mandrel; said drive chain including a reciprocating assembly having a driving cycle and a non-driving cycle, an intermediate shaft, and a combined ratchet and clutch brake between said assembly and intermediate shaft, said ratchet and clutch brake operatively driving said intermediate shaft to rotate said mandrel in its winding, cycle during said driving cycle of said reciprocating assembly and to release said intermediate shaft at substantially the mandrel starting position during said nondriving cycle of said reciprocating assembly.

8. The mandrel drive set forth in claim 7 wherein said non-driving cycle is reverse to said driving cycle, and said ratchet in the non-driving cycle resets itself relative to said intermediate shaft for rotating said mandrel.

9. The mandrel drive set forth in claim 7 wherein said combined ratchet and clutch brake is operatively mounted on said intermediate shaft.

10. The mandrel drive set forth in claim 7 wherein said combined ratchet and clutch brake is mounted on said intermediate shaft with said ratchet and intermediate shaft free to rotate relative to each other in one direction only, said clutch brake and intermediate shaft being connected for rotation together in both directions and for relative linear movement, means is operably mounted on said intermediate shaft to effect linear movement of said clutch brake toward and away from said ratchet, and control means responsive to said principal drive shaft is connected to said last named means to time linear movement of said clutch brake.

BERNARD STICKNEY, Primary Examiner. 

